CN201502691U - Double-clutch type automatic variable-speed device - Google Patents

Double-clutch type automatic variable-speed device Download PDF

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Publication number
CN201502691U
CN201502691U CN2009203012749U CN200920301274U CN201502691U CN 201502691 U CN201502691 U CN 201502691U CN 2009203012749 U CN2009203012749 U CN 2009203012749U CN 200920301274 U CN200920301274 U CN 200920301274U CN 201502691 U CN201502691 U CN 201502691U
Authority
CN
China
Prior art keywords
gear
driven
input shaft
output shaft
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
CN2009203012749U
Other languages
Chinese (zh)
Inventor
范钰琢
陈勇
李书福
杨健
赵福全
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely Automobile Research Institute Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN2009203012749U priority Critical patent/CN201502691U/en
Application granted granted Critical
Publication of CN201502691U publication Critical patent/CN201502691U/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/003Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Abstract

The utility model relates to a double-clutch type automatic variable-speed device of a front transverse forward-driving car, which comprises a first input shaft, a second input shaft, a first clutch and a second clutch, wherein a first output shaft, a second output shaft and a reversing shaft which are parallel to the first input shaft and the second input shaft are arranged beside the first input shaft and the second input shaft; a plurality of even-gear driving gears which rotate with the first input shaft synchronously are assembled on the first input shaft, and a plurality of uneven-gear driving gears and reversing driving gears which rotate with the second input shaft synchronously are assembled on the position of the second input shaft protruding out of the first input shaft; a first main speed-reduction gear and a plurality of driven gears are sequentially arranged on the first output shaft; a second main speed-reduction gear, a plurality of driven gears and reversing driven gears are sequentially arranged on the second output shaft; and a main speed-reduction driven gear and two half-shaft gears are installed on a differential, and the main speed-reduction driven gear is respectively engaged with the first main speed-reduction gear on the first output shaft and the second main speed-reduction gear on the second output shaft.

Description

Double-clutch automatic transmission
Technical field
The utility model relates to a kind of transmission for vehicle, particularly a kind of double-clutch automatic transmission of preceding horizontal forerunner's car.
Technical background
Supply with more and more severelyer along with domestic petroleum, emission regulation demands is more and more stricter, and non-professional driver constantly rises simultaneously, market demand high efficiency, high-comfort, automatic transmission cheaply.The employed automatic transmission of automobile is broadly divided into three classes at present: the hydraulic automatic speed variator AT that a class is made up of fluid torque converter, planetary gears and electrohydraulic control system (Automatic Transmission); The electric control mechanical type automatic speed variator AMT (Automated Manual Transmi ssion) that one class is made up of conventional fixed shaft type gearbox and dry clutch and corresponding electrohydraulic control system; Another kind of is CVT (continuously variable transmission) CVT (Continuously Variable Transmission).
AT starting is steadily quickened rapidly, even, soft, has become the leading products of world today's vehicular automatic transmission, but complex structure, make difficulty, cost is high, its efficient of while is lower, oil consumption is higher, the atrophy day by day of the present market share.Though the AMT price is low than AT,, produce shifting shock and gear shift noise because there is power interruption in gearshift procedure.Though CVT can realize real stepless change, need very high pressure between belt and the belt wheel and step up power, so big by the loss that hydraulic-pressure pump produced, transmission efficiency is low, while belt cost cost height, maintenance expenses is big; Bearing torque has narrow limitation etc.
Double-clutch automatic transmission DCT (Double Clutch Transmission) has realized the power shfit of gearshift procedure promptly interrupting power at gearshift procedure, has overcome the deficiency of AMT, has solved the shortcoming of AMT shifting shock.The good advantages of property of automatic shft such as AT, CVT have been kept.This makes vehicle in gearshift procedure, the power of motor can be delivered to wheel all the time, and gear shift is steady rapidly, has not only guaranteed the acceleration of vehicle, and, also improved the travelling comfort of vehicle operating greatly because vehicle no longer produces the abrupt deceleration situation that causes owing to gear shift.
(publication number: CN1842664A), this gearbox comprises first input shaft and second input shaft, and engine rotation is selectively imported on these input shafts through independent clutch as a kind of twin-clutch manual gearbox that is used for motor.First gear train that is associated with the first gearbox speed group is between the rear end and countershaft of the first outstanding input shaft.Second gear train that is associated with the second gearbox speed group is between second input shaft and countershaft.Second gear train is located such that can provide bearing to keep the gear train space, that be associated with lowest gearbox speed in the second gearbox speed group to locate farthest apart from motor between first input shaft and second input shaft, and locatees with the most close motor of gear train of the highest gearbox velocity correlation connection in the residue gearbox speed of the second gearbox speed group.Only by the gearing down between a countershaft realization input shaft and the output shaft, the entire length of speed reducer is longer for above-mentioned gearbox, the speed change needs of horizontal forerunner's vehicle before being difficult to be applied to, and structure is comparatively huge.
Summary of the invention
The utility model purpose is to provide a kind of transmission efficiency height, installing space compactness, manufacture cost lower, the double-clutch automatic transmission that gear is more, the transmission efficiency that has solved existing gearbox existence is lower, and required installing space is bigger, and manufacture cost is than problems such as height.
Above-mentioned technical purpose of the present utility model mainly solves by the following technical programs: it comprises first input shaft and second input shaft and optionally the rotation of motor is passed to the first clutch and the second clutch of first input shaft or second input shaft, first input shaft is coaxial rotationally to be assemblied in outside second input shaft, second input shaft, one end protrudes from first input shaft, and described first input shaft is provided with first output shaft, second output shaft and the reverse gear shaft parallel with second input shaft with first input shaft with second input shaft side; Be equipped with on first input shaft and several even number shelves driving gears that first input shaft rotates synchronously, second input shaft protrudes from and is equipped with several and second input shaft odd number shelves driving gear and the reverse driving gear of rotation synchronously on the position of first input shaft; Be provided with first final gear, several driven gears on first output shaft successively, wherein first final gear and first output shaft rotate synchronously, and per two driven gears optionally rotate with first output shaft synchronously by a synchronizer; Be provided with second final gear and several driven gears and reverse gear driven gear on second output shaft successively, per two driven gears and driven gear and reverse gear driven gear respectively optionally rotate with second output shaft synchronously by a synchronizer; Be provided with reverse gear output gear, reverse gear input gear on the reverse gear shaft successively, the reverse gear driven gear engagement on the reverse gear output gear and second output shaft; Main deceleration driven gear and two differential gears are installed on the differential mechanism, main deceleration driven gear respectively with first output shaft on first final gear and second final gear on second output shaft engagement.The utility model adopts the parallel-axis type structure, and it is lower that the transmission efficiency height has overcome the inefficient shortcoming of traditional AT, installing space compactness, manufacture cost, has kept the processing technology of MT, the working ability of the MT that can continue to have built up.Simultaneously because the utility model has adopted the double output shaft structure, the length of whole gearbox is shortened, compact more, on the basis of MT length, can arrange more gear, whole the adding of gear number, make that each grade speed ratio is more reasonable, can obtain better power character and economic index, reduce oil consumption.
As preferably, be provided with first final gear successively on described first output shaft, the second gear driven gear, two fourth gear synchronizers, the fourth gear driven gear, the third gear driven gear, one third gear synchronizer, one grade of driven gear, wherein first final gear and first output shaft rotate synchronously, the second gear driven gear, the fourth gear driven gear, the third gear driven gear, one grade of driven gear is rotationally connected with first output shaft respectively, second gear driven gear and fourth gear driven gear optionally rotate with first output shaft synchronously by two fourth gear synchronizers, and third gear driven gear and one grade of driven gear optionally rotate with first output shaft synchronously by a third gear synchronizer;
Be provided with second final gear, reverse gear driven gear, six reverse gear synchronizers, six grades of driven gears, five grades of driven gears, five or seven grades of synchronizers, seven grades of driven gears on described second output shaft successively, wherein, second final gear and second output shaft rotate synchronously, reverse gear driven gear and six grades of driven gears optionally rotate with second output shaft synchronously by six reverse gear synchronizers, and five grades of driven gears and seven grades of driven gears optionally rotate with second output shaft synchronously by five or seven grades of synchronizers;
Second gear driving gear on described first input shaft and the engagement of the second gear driven gear on first output shaft, four or six grades of driving gears on first input shaft respectively with first output shaft on fourth gear driven gear and the engagement of six grades of driven gears on second output shaft, three or five grades of driving gears on second input shaft respectively with first output shaft on third gear driven gear and the engagement of five grades of driven gears on second output shaft, the reverse driving gear on second input shaft respectively with first output shaft on one grade of driven gear and the reverse gear input gear engagement on the reverse gear shaft.
Three or five grades of shared three or five grades of driving gears, four or six grades of shared four or six grades of driving gears, shared one one reverse driving gear of one reverse gear, first final gear and second final gear mesh with main deceleration driven gear simultaneously, can make structure of the present utility model more compact, manufacture cost is lower.First clutch control odd number shelves: one, three, five, seven grades, two, four, six grades of second clutch control even number shelves and reverse gear are controlled the control that first clutch and second clutch just can be realized 7 forward gearss and a reverse gear respectively.
Therefore, it is lower to the utlity model has transmission efficiency height, installing space compactness, manufacture cost, characteristics such as gear is more.Good effect of the present utility model is:
1. because double-clutch automatic transmission is to handle according to the principle of power shfit, it has the advantage of the two concurrently between AT automatic transmission and two kinds of automatic gearboxes of AMT.There is not power interruption in double-clutch automatic gearbox in gear shift work, do not produce so significantly slow down during gear shift.And it has shortened shift time, has improved the gear shift travelling comfort greatly, has guaranteed that vehicle has good power character and property of automatic shft.The inside transmission of double-clutch automatic transmission is the pure mechanical transmission of gear type, and the transmission efficiency during its operation is equal to electric control mechanical type automatic speed variator AMT.And because the improvement of control mode, the shortening of shift time also makes moderate progress to aspects such as vehicle oil consumption and dischargings.
2. because double-clutch automatic transmission is to carry out automation on former traditional manual transmission basis, thereby reached the effect of baroque running shaft planetary gear type automatic transmission with parallel-axis type structure simple in structure, structure is compact more, because maximally utilised the resource of MT, so reduction manufacture cost that can be by a relatively large margin, make its cost be lower than AT, automatic transmission such as CVT.
3. double-clutch automatic transmission of the present utility model is simple in structure, is easy to processing.
4. double-clutch automatic transmission of the present utility model has 7 gears that advance, its ratio coverage is bigger, its Speed Ratio Distribution is more reasonable with respect to 5,6 gear gearboxes, can make motor have more probability to be operated in its best region, improves power character, Economy.
Description of drawings
Fig. 1 is a kind of block diagram of the present utility model.
Embodiment
Below by embodiment, and in conjunction with the accompanying drawings, the technical solution of the utility model is described in further detail.
Embodiment 1: as shown in Figure 1, a kind of seven speed dual clutch formula automatic transmission, this speed changer comprises two clutches and five axles, be respectively: first clutch K1, second clutch K2, first input shaft 1, second input shaft 2, first output shaft 17, second output shaft 3 and reverse gear shaft 6, five axles are parallel to each other and horizontal arrangement, first input shaft 1 is connected with first clutch K1 simultaneously, and second input shaft 2 is connected with second clutch K2.First input shaft 1 is coaxial rotationally to be assemblied in outside second input shaft 2, and second input shaft, 2 one ends protrude from first input shaft 1.
Be arranged in order 26,46 grades of driving gears 20 of second gear driving gear on first input shaft 1.
Second input shaft 2 protrudes from and is arranged in order three or five grades of driving gears 14, seven grades of driving gears 16, a reverse driving gear 15 on the position of first input shaft.
Be arranged in order first final gear 25, second gear driven gear 24, two fourth gear synchronizers 23, fourth gear driven gear 22, third gear driven gear 21, a third gear synchronizer 19, one grade of driven gear 18 on first output shaft 17.
Be arranged in order second final gear 4, reverse gear driven gear 5, six reverse gear synchronizers 8, six grades of driven gears 9, five grades of 10,57 grades of synchronizers of driven gear 12, seven grades of driven gears 12 on second output shaft 3.
Reverse gear shaft 6 is arranged in order reverse gear output gear 7, reverse gear input gear 13.
Main deceleration driven gear 27, differential gear 29, differential gear 30 are installed on the differential mechanism 28.
Each by bearings on case of transmission, gear on first input shaft and second input shaft is generating on axle on the axle or directly by spline or interference press-fit, all gears on first output shaft and second input shaft all are enclosed within on the axle by the bearing sky, and the tooth hub of all synchronizers is fixed on the axle by spline.
The power transmission line explanation:
When vehicle was in vehicle stop state, first clutch K1, second clutch K2 often opened, and promptly were in separated state at two clutches at ordinary times, and transferring power not has only when needing to hang corresponding gear, and corresponding clutch just engages transferring power.
When vehicle was started to walk with one grade, self-clanging gear-shift engaged a third gear synchronizer with one grade of driven gear 18, and gear switch is one grade, second clutch K2 combination, and first clutch K1 keeps off state, and vehicle begins with one grade of operation.
One grade of power transmission line: power passes to second input shaft 2 through second clutch K2, pass to one grade of driven gear 18 by a reverse driving gear 15 on second input shaft 2, pass to first output shaft 17 through a third gear synchronizer 19, pass to main deceleration driven gear 27 through final gear 25, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
Vehicle is one grade of when operation, because this moment, clutch K1 was in separated state, and transferring power not, when vehicle quickens, when reaching the shift point near second gear, self-clanging gear-shift can change to second gear in advance with gear, being about to two fourth gear synchronizers 23 engages with second gear driven gear 24, clutch K2 unclamps then, and clutch K1 engages, and two clutches alternately switch, K2 separates fully up to clutch, the complete combination of clutch K1, whole gearshift procedure finishes, and vehicle changes to second gear.
The second gear power transmission line: power passes to first input shaft 1 through first clutch K1, pass to second gear driven gear 24 by second gear driving gear 26 on first input shaft 1, pass to first output shaft 17 through two fourth gear synchronizers 23, pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
After vehicle enters the second gear operation, the vehicular automatic transmission ECU (Electrical Control Unit) can be known the current running state of vehicle according to relevant sensor signals, and then judge that vehicle is about to enter the gear of operation, if vehicle quickens, then next gear is a third gear, if vehicle deceleration, then next gear is one grade.And one grade and third gear are controlled by second clutch K2, because this clutch is in separated state, transferring power not, be about to the gear of the work of entering so can instruct self-clanging gear-shift to substitute in advance very easily, when vehicle operating reaches shift point, only need the first clutch K1 that will work to separate, second clutch K2 engages simultaneously, the work good switching sequence of two clutches, whole gear shift action is all finished.The handoff procedure of other gear that advances also is like this.
Introduce the detailed power transmission line of all the other gears below respectively.
The third gear power transmission line: power passes to second input shaft 2 through second clutch K2, pass to third gear driven gear 21 by three or five grades of driving gears 14 on second input shaft 2, pass to first output shaft 17 through a third gear synchronizer 19, pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
The fourth gear power transmission line: power passes to first input shaft 1 through first clutch K1, pass to fourth gear driven gear 22 by four or six grades of driving gears 20 on first input shaft 1, pass to first output shaft 17 through two fourth gear synchronizers 23, pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
Five grades of power transmission lines: power passes to second input shaft 2 through second clutch K2, pass to five grades of driven gears 10 by three or five grades of driving gears 14 on second input shaft 2, pass to second output shaft 3 through five or seven grades of synchronizers 11, pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
Six grades of power transmission lines: power passes to first input shaft 1 through clutch K1, pass to six grades of driven gears 9 by four or six grades of driving gears 20 on first input shaft 1, pass to second output shaft 3 through six reverse gear synchronizers 8, pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
Seven grades of power transmission lines: power passes to second input shaft 2 through second clutch K2, pass to seven grades of driven gears 12 by seven grades of driving gears 16 on second input shaft 2, pass to second output shaft 3 through five or seven grades of synchronizers 11, pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
The reverse gear power transmission line: power passes to second input shaft 2 through second clutch K2, pass to reverse gear input gear 13 by the reverse driving gear 15 on second input shaft 2, pass to reverse gear driven gear 5 through reverse gear output gear 7, pass to second output shaft 3 through six reverse gear synchronizers 8, pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power through differential mechanism 28, finally transmission of power is gone out.
Below only enumerated wherein a kind of 7 speed double-clutch formula speed changers, it is apparent to one skilled in the art that the utility model can be changed into multiple mode, and such change is not thought and broken away from scope of the present utility model.What all were such will be included within the scope of this claim the conspicuous modification of described those skilled in the art.

Claims (2)

1. double-clutch automatic transmission, comprise that first input shaft and second input shaft reach first clutch and the second clutch that optionally rotation of motor is passed to first input shaft or second input shaft, first input shaft is coaxial rotationally to be assemblied in outside second input shaft, second input shaft, one end protrudes from first input shaft, it is characterized in that: described first input shaft is provided with first output shaft, second output shaft and the reverse gear shaft parallel with second input shaft with first input shaft with second input shaft side; Be equipped with on first input shaft and several even number shelves driving gears that first input shaft rotates synchronously, second input shaft protrudes from and is equipped with several and second input shaft odd number shelves driving gear and the reverse driving gear of rotation synchronously on the position of first input shaft; Be provided with first final gear, several driven gears on first output shaft successively, wherein first final gear and first output shaft rotate synchronously, and per two driven gears optionally rotate with first output shaft synchronously by a synchronizer; Be provided with second final gear and several driven gears and reverse gear driven gear on second output shaft successively, per two driven gears and driven gear and reverse gear driven gear respectively optionally rotate with second output shaft synchronously by a synchronizer; Be provided with reverse gear output gear, reverse gear input gear on the reverse gear shaft successively, the reverse gear driven gear engagement on the reverse gear output gear and second output shaft; Main deceleration driven gear and two differential gears are installed on the differential mechanism, main deceleration driven gear respectively with first output shaft on first final gear and second final gear on second output shaft engagement.
2. a kind of double-clutch automatic transmission according to claim 1 is characterized in that:
Be provided with first final gear successively on described first output shaft, the second gear driven gear, two fourth gear synchronizers, the fourth gear driven gear, the third gear driven gear, one third gear synchronizer, one grade of driven gear, wherein first final gear and first output shaft rotate synchronously, the second gear driven gear, the fourth gear driven gear, the third gear driven gear, one grade of driven gear is rotationally connected with first output shaft respectively, second gear driven gear and fourth gear driven gear optionally rotate with first output shaft synchronously by two fourth gear synchronizers, and third gear driven gear and one grade of driven gear optionally rotate with first output shaft synchronously by a third gear synchronizer;
Be provided with second final gear, reverse gear driven gear, six reverse gear synchronizers, six grades of driven gears, five grades of driven gears, five or seven grades of synchronizers, seven grades of driven gears on described second output shaft successively, wherein, second final gear and second output shaft rotate synchronously, reverse gear driven gear and six grades of driven gears optionally rotate with second output shaft synchronously by six reverse gear synchronizers, and five grades of driven gears and seven grades of driven gears optionally rotate with second output shaft synchronously by five or seven grades of synchronizers;
Second gear driving gear on described first input shaft and the engagement of the second gear driven gear on first output shaft, four or six grades of driving gears on first input shaft respectively with first output shaft on fourth gear driven gear and the engagement of six grades of driven gears on second output shaft, three or five grades of driving gears on second input shaft respectively with first output shaft on third gear driven gear and the engagement of five grades of driven gears on second output shaft, the reverse driving gear on second input shaft respectively with first output shaft on one grade of driven gear and the reverse gear input gear engagement on the reverse gear shaft.
CN2009203012749U 2009-03-13 2009-03-13 Double-clutch type automatic variable-speed device Expired - Lifetime CN201502691U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN2009203012749U CN201502691U (en) 2009-03-13 2009-03-13 Double-clutch type automatic variable-speed device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN2009203012749U CN201502691U (en) 2009-03-13 2009-03-13 Double-clutch type automatic variable-speed device

Publications (1)

Publication Number Publication Date
CN201502691U true CN201502691U (en) 2010-06-09

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Application Number Title Priority Date Filing Date
CN2009203012749U Expired - Lifetime CN201502691U (en) 2009-03-13 2009-03-13 Double-clutch type automatic variable-speed device

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101713448B (en) * 2009-03-13 2012-07-04 浙江吉利汽车研究院有限公司 Double clutch type automatic gearbox
CN102562961A (en) * 2010-11-26 2012-07-11 格特拉克·福特传动系统有限公司 Compact Type Transmission

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101713448B (en) * 2009-03-13 2012-07-04 浙江吉利汽车研究院有限公司 Double clutch type automatic gearbox
CN102562961A (en) * 2010-11-26 2012-07-11 格特拉克·福特传动系统有限公司 Compact Type Transmission
CN102562961B (en) * 2010-11-26 2016-01-20 格特拉克·福特传动系统有限公司 Compact variator

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AV01 Patent right actively abandoned

Granted publication date: 20100609

Effective date of abandoning: 20090313